Method and system adjusting an exhaust heat recovery valve

ABSTRACT

A method for adjusting an exhaust heat recovery valve is presented. In one embodiment, the method may control an amount of boost provided by a turbocharger to an engine.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent application Ser. No. 14/068,449, “METHOD AND SYSTEM ADJUSTING AN EXHAUST HEAT RECOVERY VALVE,” filed Oct. 31, 2013, which is a divisional of U.S. patent application Ser. No. 12/878,846, “METHOD AND SYSTEM ADJUSTING AN EXHAUST HEAT RECOVERY,” filed on Sep. 9, 2010, now U.S. Pat. No. 8,601,811, the entire contents of each of which are hereby incorporated by reference for all purposes.

FIELD

The present description relates to a method for adjusting an exhaust heat recovery valve. The method and system may be particularly useful for a turbocharged engine.

BACKGROUND AND SUMMARY

One way to increase engine efficiency is to reduce engine displacement and boost the engine. By boosting the engine, the engine air capacity can be increased such that additional fuel may be supplied to the engine to increase engine power output. However, it may be possible for a turbocharger waste-gate to degrade in performance during engine operation. For example, a waste-gate range of motion may be reduced during some operating conditions. If the waste-gate does not open as far as is desired, it may be difficult to control turbocharger compressor surge under some engine operating conditions. Further, the turbocharger may produce more boost than is desired during some engine operating conditions when the waste-gate range of motion is less than desired.

The inventors herein have recognized the above-mentioned disadvantages and have developed an engine method, comprising: in response to turbocharger waste-gate degradation, increasing a level of exhaust heat extracted from exhaust gas upstream of a turbocharger turbine to reduce flow through a turbocharger compressor.

By adjusting the position of a heat recovery valve in an exhaust system, it may be possible to control engine boosting and turbocharger compressor surge when a turbocharger waste-gate range of operation is degraded. In one example, if a turbocharger waste-gate is stuck in a closed position, a heat recovery valve position is adjusted such that a portion of exhaust gas energy bypasses a turbocharger turbine. Alternatively, if the turbocharger waste-gate opening amount is restricted to less than its full range of authority, the heat recovery valve can be opened in response to a condition where the waste-gate opening becomes limited. For example, if a turbocharger waste-gate freely opens to 25% if its full opening range, but if the waste-gate fails to open beyond 30% if its full opening range, the heat recovery valve may be opened further when the waste-gate position is commanded to a position that is greater than 30% of the waste-gate opening range. In this way, it is possible for an exhaust heat recovery valve to assist in controlling turbocharger boost and surge when operation of a turbocharger waste-gate becomes degraded.

The present description may provide several advantages. In particular, the approach provides an alternative or additional way to control engine boost and turbocharger compressor surge. In addition, the engine system may not have to reduce engine output as much as when a heat recovery valve is not available to control boost and compressor surge. Further still, in some examples, the heat recovery valve may be used to control turbocharger operation when the waste-gate is operating as desired but where the waste-gate position is not adjustable due to a low level of boost or due to a low level of actuation force (e.g., low vacuum pressure).

The above advantages and other advantages, and features of the present description will be readily apparent from the following Detailed Description when taken alone or in connection with the accompanying drawings.

It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The advantages described herein will be more fully understood by reading an example of an embodiment, referred to herein as the Detailed Description, when taken alone or with reference to the drawings, where:

FIG. 1A is a schematic diagram of one cylinder of an engine;

FIG. 1B is a schematic diagram of a four cylinder engine;

FIG. 2 shows simulated signals of interest when operating an engine;

FIG. 3 shows additional simulated signals of interest when operating an engine;

FIG. 4A is an example flowchart of a method for operating an engine;

FIG. 4B is a continuation of the flowchart shown in FIG. 4A; and

FIG. 5 is an example flowchart of a method for adjusting an exhaust heat recovery valve.

DETAILED DESCRIPTION

The present description is related to operating an engine. In one non-limiting example, the engine may be configured as illustrated in FIGS. 1A and 1B. In one example, blow-down gases of a cylinder are separated from residual cylinder gases and the engine is operated according to the methods of FIGS. 4A-4B providing the signals of FIGS. 2-3. Further, if operation of a turbocharger waste-gate or vane position adjustment degrades, a heat recovery valve is operated according to the method of FIG. 5 to operate similar to a waste-gate, thereby allowing the engine boost to be controlled.

Referring to FIG. 1A, a single cylinder of an internal combustion engine 10 is shown. Internal combustion engine 10 is comprised of a plurality of cylinders as shown in FIG. 2. Engine 10 includes combustion chamber 30, coolant sleeve 114, and cylinder walls 32 with piston 36 positioned therein and connected to crankshaft 40. Combustion chamber 30 is shown communicating with intake manifold 44 and exhaust manifold 80 via respective intake valves 52 and exhaust valves 54. Each intake and exhaust valve may be operated by an intake cam 51 and an exhaust cam 53. Alternatively, one or more of the intake and exhaust valves may be operated by an electromechanically controlled valve coil and armature assembly. The position of intake cam 51 may be determined by intake cam sensor 55. The position of exhaust cam 53 may be determined by exhaust cam sensor 57. In one example, exhaust cam 53 includes separate and different cam lobes that provide different valve profiles for each of two exhaust valves for combustion chamber 30. For example, a first cam profile of a first exhaust valve of combustion chamber 30 has a first lift amount and a first opening duration. A second cam profile of a second exhaust valve of combustion chamber 30 has a second lift amount and a second opening duration, the first lift amount less than the second lift amount and the first opening duration less than the second lift duration. In addition, in some examples, the phase of the first and second cam profiles may be individually adjusted relative to the phase of the engine crankshaft. Thus, the first cam profile can be positioned to open the exhaust valve BDC of the expansion stroke of combustion chamber 30. In particular, the first cam profile can open and close a first exhaust valve before BDC expansion stroke. Further, the first cam profile can be adjusted in response to engine speed to adjust exhaust valve opening and closing to selectively exhaust blow-down gas of combustion chamber 30. On the other hand, the second cam profile can open a second exhaust valve after BDC expansion stroke. Thus, the timing of the first exhaust valve and the second exhaust valve can isolate cylinder blow-down gases from residual gases.

In an example where engine warm-up is not the priority mode, the majority of the initial blow-down energy is directed to the turbine 164. The remainder of expelled exhaust gas emerges at a low pressure and is directly routed to the exhaust after treatment 72 bypassing the turbine. The higher pressure exhaust gas is also optionally deployable as EGR or heatant for warming transmission fluid, engine oil, coolant, or engine air via a heat exchanger.

Fuel injector 66 is shown positioned to inject fuel directly into cylinder 30, which is known to those skilled in the art as direct injection. Alternatively, fuel may be injected to an intake port, which is known to those skilled in the art as port injection. Fuel injector 66 delivers liquid fuel in proportion to the pulse width signal. Fuel is delivered to fuel injector 66 by a fuel system (not shown) including a fuel tank, fuel pump, and fuel rail (not shown). Distributorless ignition system 88 provides an ignition spark to combustion chamber 30 via spark plug 92

During operation, each cylinder within engine 10 typically undergoes a four stroke cycle: the cycle includes the intake stroke, compression stroke, expansion stroke, and exhaust stroke. During the intake stroke, generally, the exhaust valve 54 closes and intake valve 52 opens. Air is introduced into combustion chamber 30 via intake manifold 46, and piston 36 moves to the bottom of the cylinder so as to increase the volume within combustion chamber 30. The position at which piston 36 is near the bottom of the cylinder and at the end of its stroke (e.g. when combustion chamber 30 is at its largest volume) is typically referred to by those of skill in the art as bottom dead center (BDC). During the compression stroke, intake valve 52 and exhaust valve 54 are closed. Piston 36 moves toward the cylinder head so as to compress the air within combustion chamber 30. The point at which piston 36 is at the end of its stroke and closest to the cylinder head (e.g. when combustion chamber 30 is at its smallest volume) is typically referred to by those of skill in the art as top dead center (TDC). In a process hereinafter referred to as injection, fuel is introduced into the combustion chamber. In a process hereinafter referred to as ignition, the injected fuel is ignited by known ignition means such as spark plug 92, resulting in combustion. During the expansion stroke, the expanding gases push piston 36 back to BDC. Crankshaft 40 converts piston movement into a rotational torque of the rotary shaft. Blow-down gases may be release from the cylinder before the cylinder reaches BDC if desired by opening at least one exhaust valve of an exhaust valve pair. Further, during the exhaust stroke, the other exhaust valve of an exhaust valve pair opens to release the residual combusted air-fuel mixture to exhaust manifold 80 and the piston returns to TDC. Note that the above is shown merely as an example, and that intake and exhaust valve opening and/or closing timings may vary, such as to provide positive or negative valve overlap, late intake valve closing, or various other examples.

Referring now to FIG. 1B, a schematic diagram of a four cylinder engine comprised of cylinders configured with cylinders as shown in FIG. 1A is shown. Engine 10 includes cylinder number one 12 with intake I valves and exhaust E valves. Likewise, cylinder number two 14, cylinder number three 16, and cylinder number four 18 include intake I and exhaust E valves. Cylinders are supplied air via intake manifold 44. In addition, intake manifold 44 is shown communicating with optional electronic throttle 62 which adjusts a position of throttle plate 64 to control air flow from intake boost chamber 46. Compressor 162 draws air from air intake 42 to supply intake boost chamber 46. Air may also bypass compressor 162 via compressor bypass valve 165. Exhaust gases spin turbine 164 which is coupled to compressor 162. In some examples, a waste-gate 151 allows exhaust gases to bypass turbine 164. A high pressure, dual stage, fuel system may be used to generate fuel pressures at injectors 66.

Distributorless ignition system 88 provides an ignition spark to cylinders 12, 14, 16, and 18 via sparks plug 92 in response to controller 12. Exhaust from cylinders 12, 14, 16, and 18 is directed to exhaust manifolds 80 and 84 via exhaust runners 82 and 86. Exhaust runners 82 extend from cylinders 12, 14, 16, and 18 to exhaust manifold 80. Exhaust runners 86 extend from cylinders 12, 14, 16, and 18 to exhaust manifold 84. Exhaust runners 82 are isolated from exhaust runners 86 when at least one exhaust valve of each cylinder is in a closed position. Accordingly, exhaust from cylinders 12, 14, 16, 18 exits to exhaust runners 82 and 86 and only recombines downstream of valves 140 or 144 in the direction of exhaust flow. Alternatively, when exhaust gas recirculation is present by opening exhaust gas recirculation (EGR) valve 142, exhaust gases may flow to exhaust runners 82 and enter intake manifold 44. After entering intake manifold 44, exhaust gases may enter exhaust runners 86 after combustion events in cylinders 12, 14, 16, and 18. Thus, exhaust gases may not flow directly between exhaust runners 82 and 86.

The Universal Exhaust Gas Oxygen (UEGO) sensor 126 is shown coupled to exhaust manifold 84 upstream of catalysts 70 and 72. Alternatively, a two-state exhaust gas oxygen sensor may be substituted for UEGO sensor 126. Turbocharger turbine 164 receives exhaust gases from exhaust manifold 80 to power air compressor 162. Exhaust gas heat recovery device 146 also receives exhaust gases from exhaust manifold 80. In one example, exhaust gas heat recovery device is a gas-to-liquid heat exchanger. In another example, exhaust gas heat recovery device is a gas to gas heat exchanger. In still another example, exhaust gas heat recovery device 146 may be a Peltier device.

EGR valve 142, heat recovery valve (HRV) 140, and positive turbine shut-off valve 144 control the flow of exhaust gases from exhaust manifold 80. However, in some examples valve 144 may be omitted. In other examples, valve 140 and 144 may be configured as a single Y connection, sometimes referred to as a diverter valve. Exhaust from exhaust manifold 80 may flow to intake manifold 44 via conduit 158 when EGR valve 142 is in an open position. Exhaust from exhaust manifold 80 may flow to turbine 164 via conduit 150 when turbine shut-off valve 144 is in an open position. Exhaust from exhaust manifold 80 may flow to conduit 152 when HRV is in an open position.

Converters 70 and 72 can include multiple catalyst bricks, in one example. In another example, multiple emission control devices, each with multiple bricks, can be used. Converters 70 and 72 can be a three-way type catalyst in one example.

Controller 12 is shown in FIG. 1 as a conventional microcomputer including: microprocessor unit 102, input/output ports 104, read-only memory 106, random access memory 108, keep alive memory 110, and a conventional data bus. Controller 20 is shown receiving various signals from sensors coupled to engine 10, in addition to those signals previously discussed, including: engine coolant temperature (ECT) from a temperature sensor (not shown); a position sensor 134 coupled to an accelerator pedal 130 for sensing force/deflection applied by foot 132; a measurement of engine manifold absolute pressure (MAP) from pressure sensor 122 coupled to intake manifold 44; a measurement of boost pressure from pressure sensor 123; a measurement of air mass entering the engine from sensor 120; and a measurement of throttle position from a sensor (not shown). Barometric pressure may also be sensed (sensor not shown) for processing by controller 12. In a preferred aspect of the present description, an engine position sensor (not shown) produces a predetermined number of equally spaced pulses every revolution of the crankshaft from which engine speed (RPM) can be determined.

In some examples, the engine may be coupled to an electric motor/battery system in a hybrid vehicle. The hybrid vehicle may have a parallel configuration, series configuration, or variation or combinations thereof. Further, in some embodiments, other engine configurations may be employed, for example a diesel engine.

Thus, the system of FIGS. 1A and 1B provides for an engine system, comprising: a first exhaust conduit extending from a first exhaust port of a cylinder; a second exhaust conduit extending from a second exhaust port of the cylinder, the second exhaust port isolated from the first exhaust port by a heat recovery valve and a turbine; a heat exchanger located in a first branch of the first exhaust conduit, an outlet of the heat exchanger directed to an intake manifold and the second exhaust conduit; a turbocharger located in a second branch of the first exhaust conduit; a first catalyst and a second catalyst located along the second exhaust conduit; and a controller, the controller including instructions for adjusting a position of the heat recovery device in response to a boost amount during a condition of degradation of a waste-gate of the turbocharger. The engine system includes where the controller includes further instructions for adjusting a boost limit in response to the heat recovery valve being stuck in at least a partially open position. The engine system includes where the controller includes further instructions for increasing an amount of spark retard in response to the heat recovery valve being stuck in a closed position during a cold engine start. The engine system includes where the controller includes further instructions for adjusting a position of the heat recovery valve in response to barometric pressure. The engine system includes where the controller includes further instructions for adjusting the position of the heat recovery valve in response to a flow rate.

Further, FIGS. 1A and 1B provide for an arrangement where exhaust gases are split into a higher pressure conduit and a lower pressure conduit. The gases in the higher pressure conduit may be selectively routed through an EGR cooler and into the engine air intake via a heat recovery device. Further, the higher pressure exhaust gases can be routed through the heat recovery device to the low pressure exhaust gas path. Further still, the higher pressure exhaust gases can be routed through a turbocharger turbine and into the low pressure exhaust path. In some examples, the EGR cooler and the heat recovery device are the same device.

Referring now to FIGS. 2 and 3, simulated signals of interest when operating an engine are shown. For each plot shown in FIGS. 2 and 3, time begins at the right side of the plot and increases to the left.

The first plot from the top of FIG. 2 represents desired engine torque. Desired engine torque may be determined from an operator's depression of a pedal or from a signal of a system (e.g., a hybrid vehicle controller). The second plot from the top of FIG. 2 represents engine speed. The third plot from the top of FIG. 2 represents engine temperature. The horizontal dotted line 202 in the engine temperature plot represents a threshold engine temperature. The fourth plot from the top of FIG. 2 represents desired engine boost. The fifth plot from the top of FIG. 2 represents the position of a turbine shut-off valve (TSV). The TSV is open when the illustrated signal is at a higher level. The TSV is closed when the illustrated signal is at a lower level. The TSV may completely or partially limit exhaust flow through the turbine. The first, second, and third plots from the top of FIG. 3 are the same as the first three plots from the top of FIG. 2. The plots are repeated to improve the viewer's identification of selected operating conditions. The fourth plot from the top of FIG. 3 represents the position of the exhaust heat recovery valve (HRV). The HRV is open when the illustrated signal is at a higher level. The HRV is closed when the illustrated signal is at a lower level. The fifth plot from the top of FIG. 3 represents the position an EGR valve. The verticals markers near T₁-T₅ are provided to show timing of events of interest.

At time T₀, the engine is started from cold operating conditions. Notice that engine temperature is near the bottom of the engine temperature plot so as to indicate a cooler engine temperature. As time increases to the right, engine temperature increases as the engine warms up. The desired engine torque is also at a low level indicating that the operator or other system is not requesting much engine torque (e.g., when the engine is idling). Accordingly, the desired engine boost is also low at T₀. The turbine shut-off valve is in a low state at T₀ indicating that the valve is in a closed position. By closing the turbine shut-off valve, more exhaust heat may be directed to the exhaust gas heat recovery device. Similarly, the EGR valve position signal is at a low level indicating that the EGR valve is closed. At colder engine temperatures and after an engine start, an engine may have less tolerance for EGR. Thus, the EGR valve is closed in this example. On the other hand, the HRV is set to an open position to allow exhaust gases to transfer energy to the exhaust heat recovery device during the engine start so that energy from the exhaust can be transferred to engine coolant, engine oil, transmission oil or other areas that may exhibit higher friction at lower temperatures. Further, returning exhaust heat to the engine when the engine is cold can reduce particulate emissions. Therefore, in one example, the HRV valve can be controlled to return exhaust heat to the engine until a threshold temperature at which particulate emissions for a specified engine load are less than a threshold level.

At time T₁, the desired engine torque signal begins to transition to a higher level indicating an increase in desired engine torque. At substantially the same time, the engine speed begins to increase. The engine speed and desired engine torque continue to increase until a level of desired torque is reached. When the desired boost reaches a level where it is desirable to start powering up the turbocharger, the turbine shut-off valve is opened to activate the turbocharger. Consequently, the TSV opens at T₂ as indicated by the TSV signal transitioning from a low level signal to a high level signal. At substantially the same time, the HRV begins to close so that additional amounts of exhaust gas can be directed to the turbocharger turbine. Between time T₂ and time T₃, the HRV continues to close as desired engine torque, desired boost, and engine speed increase. In addition, engine temperature continues to increase and the EGR valve is opened as indicated by the EGR valve position signal increasing.

At time T₃, the desired engine torque falls as do desired boost and engine speed. Desired engine torque may decrease in response an operator tipping out (e.g., at least partially releasing) of a throttle or a pedal. In response to less desired torque, the EGR valve position closes and the HRV opens. When the desired level of torque is low, the engine needs less air to provide a desired level of torque. As a result, the engine may be able to tolerate less EGR. Consequently, additional exhaust may be directed to the exhaust heat recovery device since the engine requires less exhaust gas. Between times T₃ and T₄, the engine is operated at a low load (e.g., during a deceleration).

At time T₄, the engine load begins to increase as do desired boost pressure, engine speed, and engine speed. Consequently, more exhaust energy is required to meet the boost demand so the HRV begins to close, thereby increasing the exhaust energy supplied to the turbine.

At time T₅, the engine reaches a threshold temperature as indicated by horizontal dotted line 202. In one example, the engine is at operating temperature when it reaches the temperature indicated by horizontal line 202. Consequently, exhaust heat is no longer supplied to the engine or transmission as indicated by the HRV substantially closing at T₅. The EGR valve position indicates that the EGR valve is opened between T₄ and T₅. Thus, exhaust may be directed to the intake manifold and to the turbine after time T₄. The method described in FIGS. 4A and 4B is capable of operating according to the plots of FIGS. 2 and 3.

In a system such as shown in FIGS. 1A and 1B, high pressure exhaust is managed in three paths. The first path is cooled EGR via the EGR valve. The second path is heat recovery through the heat recovery device. The third is controlling boost. In one example, during a performance mode priority of high pressure exhaust gases is given to supplying the turbocharger turbine. When EGR is used primarily for emissions control, cool EGR has priority over the turbine and so exhaust gases are routed to the heat recovery device and the intake manifold. When no cooled EGR is required exhaust gases are routed to the heat recovery device and the turbine.

Referring now to FIG. 4A, an example flowchart of a method for operating an engine is shown. The numerical identifiers used in the description of FIG. 4 are based on the system of FIG. 1A. The method may be executed by the controller of FIG. 1B.

This method prioritizes engine torque when demanded by the vehicle operator. When the operator desired torque level is satisfied by engine torque output, warm-up is prioritized by directing the path of exhaust gases. Warm-up control of exhaust gases ceases when a threshold engine temperature is reached. EGR control continues after the engine is warmed up.

At 402, engine operating conditions are determined. Engine operating conditions may include but are not limited to a temperature of the engine, atmospheric temperature and pressure, engine speed, engine load, time since engine start, number of combustion events since the engine was last stopped, intake manifold pressure, desired engine torque, engine load, boost pressure, and throttle position. Method 400 proceeds to 404 after engine operating conditions are determined.

At 404, method 400 judges whether or not engine temperature is less than a threshold temperature. For example, if engine temperature is less than a threshold temperature of 20 degrees C., method 400 proceeds to 406. Otherwise, method 400 proceeds to 418.

At 406, method 400 judges if EGR is desired. In one example, EGR is desired during predetermined engine operating conditions. For example, when engine coolant temperature is greater than a threshold temperature, when engine load is greater than a first threshold engine load and less than a second threshold engine load, and when engine speed is greater than a first threshold engine speed and less than a second threshold engine speed. If method 400 judges that EGR is desired, method 400 proceeds to 422 of FIG. 4B. Otherwise, method 400 proceeds to 408.

At 408, method 400 judges if boost is desired. In one example, an amount of boost provided by a compressor such as a turbocharger may be determined in response to an operator engine torque demand from a pedal sensor or other device. In another example, an amount of boost may be determined in response to a hybrid controller. If boost is desired, method 400 proceeds to 410. Otherwise, method 400 proceeds to 414.

At 410, method 400 judges whether or not desired boost is greater than a threshold amount. In one example, the threshold amount of boost is related to a higher level of desired torque so that substantially full engine power is available to the operator. In another example, the threshold amount of boost may be related to an engine temperature or another engine operating condition. If the desired boost is greater than a threshold amount, method 400 proceeds to 412. Otherwise, method 400 proceeds to 416.

At 412, method closes a heat recovery valve, opens a turbine shut-off valve, closes an EGR valve, and adjusts the turbocharger to provide the desired level of boost. By closing the heat recovery valve at 412 and EGR valve 142, substantially all exhaust energy in exhaust manifold 80 can be directed to turbine 164. As such, engine power output may be increased by allowing compressor 162 to provide higher levels of boost to the engine. In one example, the turbine waste-gate or vane position can be adjusted in response to a difference between a desired boost pressure and an observed or measured boost pressure. The desired boost pressure can be determined from empirically determined boost values that are indexed by engine speed and desired engine torque.

In one example at 412, the cam phase of exhaust valves that control flow into exhaust runners 82 can be adjusted to vary timing of when blow-down gases are released to exhaust runners 82 from cylinders 12, 14, 16, and 18. In particular, at lower engine speeds exhaust timing of valves that control exhaust flow to exhaust runners 82 can be such that the exhaust valve opens relatively late and closes substantially at BDC expansion stroke of the cylinder. At higher engine speeds exhaust timing of valves that control exhaust flow to exhaust runners 82 can be such that the exhaust valve opens relatively early and closes before BDC expansion stoke of the cylinder. Thus, the timing of the exhaust valves that control exhaust flow to exhaust runners 82 is retarded at lower engine speeds.

The timing of exhaust valves that control flow from cylinders 12, 14, 16, and 18 to exhaust runners 86 can also be adjusted at 412. In particular, valves controlling exhaust gas flow to exhaust runners 86 are also retarded at lower engine speeds. In particular, valves controlling exhaust gas flow to exhaust runners 86 are opened at substantially BDC exhaust stroke at lower engine speeds. At higher engine speeds, valves controlling exhaust gas flow to exhaust runners 86 are opened before BDC exhaust stroke. Thus, the exhaust valves that control exhaust gas flow to exhaust runners 82 control the flow of blow-down gases from cylinders 12, 14, 16, and 18 to exhaust manifold 80. And, the exhaust valves that control exhaust gas flow to exhaust runners 84 control the flow of residual gases from cylinders 12, 14, 16, and 18 to engine exhaust manifold 84. By separating the blow-down gas from the residual gas, exhaust gases with higher energy can be directed to the turbine and the exhaust heat recovery device.

At 416, method 400 at least partially opens the heat recovery valve, closes the EGR valve, opens the turbine shut-off valve, and adjusts the turbocharger. Thus, at 416 it is desirable to provide boost and recover heat energy from the exhaust. Heat energy from the exhaust may be used to more quickly warm the engine by transferring the heat energy to the engine coolant. Further, the exhaust heat energy may be used to heat the transmission. In these ways, the exhaust gas may be used to reduce engine friction during a cold start.

In one example, the HRV (e.g., 140 of FIG. 1B) can be adjusted to operate similar to a turbocharger waste-gate so that exhaust gas energy that is not needed to provide a desired level of boost is provided to the exhaust heat recovery device. For example, if the turbine is providing or capable of providing a desired level of boost with less than the amount of exhaust gas provided by the engine via exhaust manifold 80, then the exhaust gas heat recovery valve 140 can be at least partially opened to allow flow through the exhaust heat recovery device 146. When the exhaust heat recovery valve acts as a turbine bypass for a portion of exhaust gases traveling through exhaust manifold 80, the waste-gate or vanes of turbine 164 can be set such that the turbine is operating at substantially its highest efficiency given the exhaust flow to the turbine. For example, the turbine waste-gate can be closed or the vanes can be set at a highly efficient position. Further, if the engine is operating at cold start conditions, the turbine shut-off valve may be closed until the engine reaches a desired engine speed or temperature so that substantially all the exhaust heat is recovered by the exhaust heat recovery device 146.

In another example, the HRV is adjusted so that a proportion of the exhaust energy is directed to the exhaust heat recovery device. For example, the HRV position can be adjusted in response to engine load or desire engine torque so that a portion of exhaust energy is directed to heat recovery device 146 while the remainder of the exhaust gas energy is directed to the turbine 164. Of course, the percentage of exhaust gases directed to the heat recovery device can be varied depending on engine operating conditions. For example, if the engine is cold the percentage of exhaust gases directed to the exhaust gas heat recovery device can be higher than the percentage of exhaust gases directed to the turbine. Under substantially the same engine operating conditions, but at a higher engine temperature, the percentage of exhaust gases directed to the turbine can be greater than the percentage of exhaust gases directed to the exhaust gas heat recovery device.

At 414, method 400 closes the EGR valve, opens the HRV, and closes the EGR valve. Since EGR and boost are not required at 414, substantially all exhaust energy in exhaust manifold 80 can be directed to the exhaust gas heat recovery device 146. This mode of operation may be particularly useful during engine starting because a higher amount of exhaust gas energy can be recovered by the exhaust gas heat recovery device.

At 422, method 400 judges whether or not boost is desired. In one example, an amount of boost is determined as described at 408. In particular, boost may be determined in response to an operator engine torque demand from a pedal sensor or other device or in response to a hybrid controller. If boost is desired, method 400 proceeds to 428. Otherwise, method 400 proceeds to 424.

At 428, method 400 opens the EGR valve, opens the HRV valve, and opens the turbine shut-off valve. Thus, method 400 can provide EGR, turbine power, and recovered exhaust heat at least under some conditions. In one example, priority can be assigned to EGR, boost, and exhaust heat recovery during different operating conditions. For example, an amount of exhaust energy used to provide boost can be given higher priority as compared to exhaust for EGR and the amount of exhaust for EGR can be given priority over the amount of exhaust provided to the exhaust gas heat recovery device. Thus, if the amount of exhaust heat energy provided by the engine to exhaust manifold is insufficient to operate the turbine, the EGR valve, and the exhaust heat recovery device under some engine operating conditions, the available exhaust energy can be directed to areas with higher priority by at least partially closing either the EGR valve, the HRV, or the turbine shut-off valve. In one example, the amount of available exhaust energy can be determined based on engine load and exhaust valve timing.

In one example, a desired pressure in exhaust manifold 80 is established in response to engine operating conditions (e.g., engine speed and desired engine torque). Further, the EGR valve position is adjusted in response to a desired EGR flow rate and a pressure differential between exhaust manifold 80 and intake manifold. The HRV valve position is varied to maintain the desired exhaust pressure in exhaust manifold 80. During conditions where the desired pressure of manifold 80 cannot be maintained by adjusting the HRV, the HRV may be closed.

At 424, method 400 closes the turbine shut-off valve. By closing the turbine shut-off valve, additional exhaust gases can be directed to EGR and heat recovery. Method 400 proceeds to 426 after the turbine shut-off is shut off.

At 426, method 400 adjusts the EGR valve and the HRV proportionally to provide EGR and recovered exhaust heat. In particular, the EGR valve is adjusted to provide the desired EGR flow rate by adjusting the position of the EGR valve in response to a desired EGR flow rate and the pressure differential between the exhaust manifold 80 and the intake manifold 44. The HRV is adjusted to provide a desired level of pressure in exhaust manifold 80. The desired level of pressure in the exhaust manifold is determined in response to engine speed and desired torque. Thus, the HRV is adjusted in response to engine speed and desired torque to provide a desired level of pressure in exhaust manifold 80.

At 418, method 400 opens the turbine shut-off valve, closes the HRV. The HRV valve is closed to increase the level of exhaust energy supplied to the EGR valve and the turbine. In this way, the output of the turbine may be increased. Method 400 proceeds to 420 after the turbine shut-off valve is opened and after the HRV is closed.

At 420, method 400 adjusts the EGR valve position and the turbocharger. The EGR valve position is adjusted based on a desired EGR rate and the pressure differential between the intake manifold 44 and the exhaust manifold 80. The turbine waste-gate is adjusted according to desired boost pressure and compressor speed. In one example, the waste-gate is opened when compressor speed exceeds a threshold. Further, the waste-gate is opened in response to boost pressure exceeding a desired boost pressure.

Referring now to FIG. 5, a method for adjusting an exhaust gas heat recovery valve is shown. The method may be executed by the controller of FIG. 1B. Further, although the method of FIG. 5 explicitly mentions degradation of waste-gate operation, the method of FIG. 5 also applies to turbochargers having adjustable vanes.

At 502, method 500 determines engine operating conditions. Engine operating conditions may include but are not limited to a temperature of the engine, atmospheric temperature and pressure, engine speed, engine load, time since engine start, number of combustion events since the engine was last stopped, intake manifold pressure, desired engine torque, engine load, boost pressure, exhaust pressure, HRV position, waste-gate position, and throttle position. Method 500 proceeds to 504 after engine operating conditions are determined.

At 504, method 500 judges whether or not the HRV is operational. In one example, the HRV may be judged operational if it responds in an expected way to opening and closing commands issued by a controller. For example, if the HRV is commanded open and the HRV responds as desired, exhaust gases will flow through the heat recovery device and increase temperatures in the exhaust passage downstream of the heat recovery device. If a temperature sensor responds to the open HRV it may be judged that the HRV is operational. If it is judged that the HRV is operational, method 500 proceeds to 504. Otherwise, method 500 proceeds to 514.

At 506, method 500 judges whether or not turbocharger waste-gate operation is degraded. In one example, operation of a waste-gate may be determined to be degraded if boost pressure does not respond to a command for opening and closing a waste-gate. In another example, operation of a waste-gate may be determined to be degraded if a sensed position of a waste-gate does not respond a command for opening and closing a waste-gate. Method 500 proceeds to 508 if it is judged that operation of a waste-gate is degraded. Otherwise, method 500 proceeds to exit.

At 508, method 500 judges whether or not waste-gate opening is less than desired. In one example, it may be judged that the turbocharger waste-gate is opening less than desired if a boost pressure is higher than is desired. In another example, it may be judged that the turbocharger waste-gate is opening less than desired if the compressor speed or the turbine speed is greater than is desired. If it is judged that the waste-gate is opening less than is desired, method 500 proceeds to 510. Otherwise, method 500 proceeds to exit.

At 510, method 500 determines flow through the turbocharger waste-gate. In one example, the flow through the turbocharger waste-gate is determined from the position of the waste-gate and the flow through the engine. In another example, the flow through the turbocharger waste-gate may be inferred from boost pressure and the flow through the engine. In particular, an empirically determined table indexed by engine air flow and boost pressure outputs an amount of flow through the waste-gate. In an alternative, example, rather than determining flow through the waste-gate, method 500 may skip 510 and adjust the HRV via a controller in response to boost pressure. Method 500 proceeds to 512 after determining flow through the waste-gate.

At 512, method 500 adjusts the HRV. In one example, the flow through the waste-gate determined at 510 is subtracted from a desired waste-gate flow. The desired waste-gate flow may be empirically determined and stored in a table that is indexed based on engine speed and desired load. The waste-gate flow determined at 510 is subtracted from the desired waste-gate flow providing a waste-gate remainder flow. The HRV is then positioned to provide the waste-gate remainder flow so that substantially the same amount of exhaust gas bypasses the turbine as when the waste-gate is not operating in a degraded state. Further, the position of the HRV can be adjusted in response to boost pressure. For example, the actual boost pressure may be subtracted from the desired boost pressure, thereby providing a boost pressure error signal. The boost pressure error signal can by multiplied by a gain and then applied to the HRV command signal. Further, the position of the HRV can be adjusted to compensate for barometric pressure. For example, the gain applied to the HRV command may be varied based on barometric pressure. In this way, the HRV can be positioned to regulate the amount of exhaust flowing to the turbine.

In another example, the HRV can be adjusted by a controller (e.g., a proportional/integral controller) in response to a difference between a desired boost pressure and a measured boost pressure. For example, when the measured boost pressure is greater than the desired boost pressure, the opening of the HRV can be proportionally increased. Further, the HRV can be further closed in response to an integrated error between the desired boost pressure and the actual boost pressure. Method 500 proceeds to exit after adjusting the HRV position.

At 514, method 500 judges whether or not the HRV is held open. In one example, the position of the HRV may be determined from a position sensor. In another example, the position of the HRV may be determined from an exhaust gas temperature sensor. Method 500 proceeds to 516 if it is judged that the HRV is held open. Otherwise, method 500 proceeds to 520.

At 516, method 500 adjusts an engine boost limit. Since the HRV is held at least partially open, it may be difficult to achieve as high of a boost pressure as is desired. Therefore, in one example, the boost pressure may be limited to an amount that is based on the position of the HRV. If the HRV is opened by a first amount, the boost pressure is limited to a first boost pressure. If the HRV is opened to a second amount, the second amount greater than the first amount, the boost pressure limit may be lowered to a second boost pressure less than the first boost pressure.

In addition to adjusting a boost pressure limit, method 500 may also adjust spark advance timing limits, throttle position, and cam timing in response to the HRV opening to a position that is greater than is desired. For example, if the position of the HRV is limiting a boost amount, a command to open a throttle may be increased so that a throttle opening amount is increased as compared to when engine boost is at a desired level. Further, spark timing may be advanced as compared to when engine boost is at a desired level. Method 500 proceeds to 518 after the boost limit is adjusted.

At 518, method 500 adjusts coolant flow. In one example, if the engine reaches operating temperature and the HRV valve is opened so that exhaust heat can be transferred to engine oil or transmission oil, method 500 increases a coolant flow rate to the engine and transmission. By increasing the coolant flow to the engine and transmission it may be possible to control engine and transmission temperature even though exhaust energy is transferred to the engine and transmission. In one example, the coolant flow to the engine and transmission may be increased proportionately to the amount of heat transferred to the heat recovery device. Method 500 proceeds to exit after coolant flow is adjusted.

At 520, method 500 judges whether or not the engine is operating under cold start conditions. In one example, cold start conditions may be determined from engine coolant temperature and time or number of combustion events from engine start. If it is judged that the engine is operating in cold start conditions, method 500 proceeds to 522. Otherwise, method 500 proceeds to exit.

At 522, method 522 increases spark retard to increase the exhaust after treatment warm up rate. By increasing spark retard, additional combustion heat may be directed to the after treatment system so that hydrocarbons produced by the engine may be converted earlier in time from the engine start. In this way, the engine exhaust after treatment system temperature may be increased at a higher rate so as to compensate for less heat being transferred from the exhaust to the engine. Method 500 proceeds to exit after spark retard is increased.

Thus, the method of FIGS. 4A, 4B, and 5 provide for an engine method, comprising: in response to turbocharger waste-gate degradation, increasing a level of exhaust heat extracted from exhaust gas upstream of a turbocharger turbine to reduce flow through a turbocharger compressor. The engine includes where the exhaust heat is extracted by adjusting a position of a heat recovery valve, the heat recovery valve positioned in an exhaust path of an engine. The engine also includes where the heat recovery valve is at least partially opened and where exhaust flow is diverted from upstream of a turbocharger to an exhaust heat recovery device. The engine method includes where the position of the heat recovery valve is adjusted in response to a pressure ratio of a turbocharger compressor. The engine method includes where the position of the heat recovery valve is further adjusted in response to a flow rate. The engine method includes where closing the turbine shut off valve reduces turbine output when the waste-gate has reduced capacity to limit turbine speed. The engine method includes where an amount of coolant flow to the engine is increased during a condition of degradation of a turbocharger waste-gate. The engine method includes where an amount of coolant flow to a transmission is increased during a condition of degradation of the turbocharger waste-gate.

The methods of FIGS. 4A, 4B, and 5 also provide for an engine method, comprising: during a first condition, absent degraded operation of a turbocharger waste-gate, adjusting a position of a heat recovery valve in response to at least one of an engine speed, engine load, and boost pressure, the heat recovery valve providing a variable amount of exhaust gas heat to an exhaust heat recovery device, the variable amount of exhaust gas heat related to a position of the heat recovery valve; and during a second condition, including degradation of a turbocharger waste-gate, adjusting a position of the heat recovery valve to limit flow through a turbocharger compressor. The engine method includes where a portion of exhaust gas energy is directed to a heat recovery device during the first condition. The engine method includes where the position of the heat recovery valve is adjusted to provide a desired exhaust pressure. The engine method includes where the heat recovery valve is at least partially opened to limit flow through the turbocharger compressor during the second condition. The engine method includes where the position of the heat recovery valve is further adjusted in response to a pressure ratio of the turbocharger compressor. The engine method includes where during the first condition a higher portion of exhaust gas is directed to the heat recovery device as compared to a turbocharger turbine during an engine start where a temperature of an engine is less than a predetermined amount. The engine method further comprises increasing a flow of exhaust gases to the heat recovery device when an operator desired torque level is satisfied during the first condition.

As will be appreciated by one of ordinary skill in the art, methods described in FIGS. 4A-4B and 5 may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various steps or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the objects, features, and advantages described herein, but is provided for ease of illustration and description. Although not explicitly illustrated, one of ordinary skill in the art will recognize that one or more of the illustrated steps or functions may be repeatedly performed depending on the particular strategy being used.

This concludes the description. The reading of it by those skilled in the art would bring to mind many alterations and modifications without departing from the spirit and the scope of the description. For example, I3, I4, I5, V6, V8, V10, and V12 engines operating in natural gas, gasoline, diesel, or alternative fuel configurations could use the present description to advantage. 

1. An engine method, comprising: during conditions when a turbocharger waste-gate position is not adjustable, increasing a level of exhaust heat extracted from combusted exhaust gas upstream of a turbocharger turbine and then flowing the combusted exhaust gas whose heat was extracted to the exhaust downstream of all cylinders and a turbocharger's turbine to reduce flow through the turbocharger's compressor.
 2. The method of claim 1, wherein the turbocharger waste-gate is not degraded.
 3. The method of claim 2, wherein the wastegate-position is not adjustable due to one of a low level of boost and a low level of vacuum actuation force.
 4. The engine method of claim 3, where the exhaust heat is extracted by adjusting a position of a heat recovery valve, the heat recovery valve positioned in an exhaust path of an engine, the method further comprising closing an EGR valve while increasing the heat extracted.
 5. The engine method of claim 4, where the heat recovery valve is at least partially opened and where exhaust flow is diverted from upstream of the turbocharger to an exhaust heat recovery device.
 6. The engine method of claim 4, where the position of the heat recovery valve is adjusted in response to a pressure ratio of the turbocharger compressor.
 7. The engine method of claim 6, where the position of the heat recovery valve is further adjusted in response to a flow rate.
 8. The engine method of claim 7, where closing a turbine shut off valve reduces turbine output when the waste-gate has reduced capacity to limit turbine speed.
 9. The engine method of claim 3, where an amount of coolant flow to the engine is increased during the conditions when the turbocharger waste-gate position is not adjustable.
 10. The engine method of claim 3, where an amount of coolant flow to a transmission is increased during the conditions when the turbocharger waste-gate position is not adjustable.
 11. An engine system, comprising: a first exhaust conduit extending from a first exhaust port of a cylinder; a second exhaust conduit extending from a second exhaust port of the cylinder, the second exhaust port isolated from the first exhaust port by a heat recovery valve and a turbine; a heat exchanger located in a first branch of the first exhaust conduit, an outlet of the heat exchanger directed to an intake manifold and the second exhaust conduit; a turbocharger located in a second branch of the first exhaust conduit; an EGR valve located downstream of the outlet of the heat exchanger and upstream of the intake manifold in the first branch of the first exhaust conduit; a first catalyst and a second catalyst located along the second exhaust conduit; and a controller including computer-readable instructions stored on non-transitory memory for: during an engine cold-start when the heat recovery valve is not stuck closed, closing the EGR valve while opening the heat recovery valve to expedite engine heating; and during an engine cold-start when the heat recovery valve is stuck closed, increasing an amount of spark retard while holding the EGR valve closed to expedite engine heating.
 12. The system of claim 11, wherein the controller includes further instructions for: when the heat recovery valve is not stuck closed, adjusting a position of the heat recovery valve in response to a boost amount in response to a position of a waste-gate of the turbocharger not being adjustable.
 13. The system of claim 12, wherein the position of the waste-gate is not adjustable due to low waste-gate actuation force.
 14. The system of claim 12, wherein the position of the waste-gate is not adjustable due to low boost pressure.
 15. The system of claim 12, wherein the waste-gate is not degraded. 